CN108162741B - Speed change structure of hybrid power vehicle - Google Patents
Speed change structure of hybrid power vehicle Download PDFInfo
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- CN108162741B CN108162741B CN201711426332.6A CN201711426332A CN108162741B CN 108162741 B CN108162741 B CN 108162741B CN 201711426332 A CN201711426332 A CN 201711426332A CN 108162741 B CN108162741 B CN 108162741B
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- input shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention discloses a speed change structure of a hybrid electric vehicle.A clutch is arranged between an output end of an engine and an input end of an input shaft, so that the clutch is selectively combined with or separated from the input shaft; the motor jackshaft is parallel with the input shaft, and the motor jackshaft is last fixedly connected with motor jackshaft speed reduction low gear tooth and motor jackshaft speed reduction high gear tooth in proper order, wherein: the motor intermediate shaft speed reduction low gear is meshed with the reverse gear shaft motor speed reduction low gear, the motor intermediate shaft speed reduction high gear is simultaneously meshed with the reverse gear shaft motor speed reduction high gear and the motor intermediate gear, and the motor intermediate gear is fixedly connected to an output shaft of the motor. The speed change device is based on the existing 6-speed manual speed changer, a 48V motor is integrated through gear transmission, and the motor can be used as a driving motor or a generator, so that the driving force and energy recovery of the motor 48V are realized.
Description
Technical Field
The invention belongs to the field of hybrid power speed change, and particularly relates to a speed change structure of a hybrid power vehicle.
Background
The existing vehicles often adopt gasoline as power and drive an engine to work, the power output from the engine realizes speed change in the transmission process, and finally the vehicles are driven to run. With the development of society and technology, the oil consumption of the oil-driven vehicle is high, the requirements of energy conservation and emission reduction cannot be met, and the working mode is single, so that the requirements of users cannot be well met.
Disclosure of Invention
The invention aims to provide a hybrid power vehicle speed change structure with low oil consumption and diversified working modes.
The technical scheme of the invention is as follows: a hybrid vehicle speed change structure characterized in that: the device comprises an engine (1), an intermediate shaft (12), a reverse gear shaft (21) and a motor intermediate shaft (28), wherein a clutch (2) is arranged between the output end of the engine (1) and the input end of an input shaft (3), so that the clutch (2) can be selectively combined with or separated from the input shaft (3); the novel power generation device is characterized in that an input shaft (3) is sequentially provided with an input shaft first gear (4), an input shaft second gear (5), an input shaft third gear (6), a third and fourth gear synchronizer (7), an input shaft fourth gear (8), an input shaft fifth gear (9), a fifth gear synchronizer (10) and an input shaft idle power generation gear (11), wherein: the first gear (4) and the second gear (5) of the input shaft are fixed on the input shaft (3), and the third gear (6), the fourth gear (8), the fifth gear (9) and the idle power generation gear (11) of the input shaft are all sleeved on the input shaft (3) in an empty mode; the three-four gear synchronizer (7) can be selectively combined with the input shaft three-gear (6) or the input shaft four-gear (8), so that the power of the input shaft (3) is transmitted to the input shaft three-gear (6) or the input shaft four-gear (8) through the three-four gear synchronizer (7); the five-gear synchronizer (10) can be selectively combined with the input shaft five-gear (9) or the input shaft idle power generation gear (11), so that the power of the input shaft (3) is transmitted to the input shaft five-gear (9) or the input shaft idle power generation gear (11) through the five-gear synchronizer (10);
the utility model provides a countershaft (12) is parallel with input shaft (3), installs countershaft owner on this jackshaft (12) and subtracts tooth (13), jackshaft first gear (14), first gear synchronous ware (15), jackshaft second gear (16), jackshaft third gear (17), jackshaft fourth gear (18), jackshaft fifth gear (19) and jackshaft idle power generation gear (20) in proper order, wherein: the intermediate shaft main gear reducing device is characterized in that an intermediate shaft main gear reducing device (13) is fixed on an intermediate shaft (12), an intermediate shaft first gear (14), an intermediate shaft second gear (16) and an intermediate shaft idle speed power generation gear (20) are sleeved on the intermediate shaft (12) in an empty mode, and an intermediate shaft third gear (17), an intermediate shaft fourth gear (18) and an intermediate shaft fifth gear (20) are fixedly connected with the intermediate shaft (12); the first-gear synchronizer (15) can be selectively combined with the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16), so that the power of the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16) is transmitted to the intermediate shaft (12) through the first-gear synchronizer (15);
the reverse gear shaft (21) is parallel to the input shaft (3), a reverse gear shaft main gear reduction gear (22), a reverse gear (23), a reverse gear synchronizer (24), a reverse gear shaft motor speed reduction high-gear (25), a motor gear synchronizer (26) and a reverse gear shaft motor speed reduction low-gear (27) are sequentially arranged on the reverse gear shaft (21), wherein: the reverse gear shaft main gear reduction (22) is fixed on the reverse gear shaft (21), and the reverse gear (23), the reverse gear shaft motor speed reduction high-speed gear (25) and the reverse gear shaft motor speed reduction low-speed gear (27) are all sleeved on the reverse gear shaft (21) in a hollow mode; the reverse gear synchronizer (24) can be selectively combined with the reverse gear (23) so as to transmit the power of the reverse gear (23) to the reverse shaft (21) through the reverse gear synchronizer (24); the motor gear synchronizer (26) can be selectively combined with the reverse gear shaft motor speed reduction high-gear teeth (25) or the reverse gear shaft motor speed reduction low-gear teeth (27), so that the power of the reverse gear shaft motor speed reduction high-gear teeth (25) or the reverse gear shaft motor speed reduction low-gear teeth (27) is transmitted to the reverse gear shaft (21) through the motor gear synchronizer (26);
the motor intermediate shaft (28) is parallel to the input shaft (3), motor intermediate shaft speed reduction low gear teeth (29) and motor intermediate shaft speed reduction high gear teeth (30) are fixedly connected to the motor intermediate shaft (28) in sequence, wherein: the motor intermediate shaft speed reduction low-gear teeth (29) are meshed with the reverse gear shaft motor speed reduction low-gear teeth (27), the motor intermediate shaft speed reduction high-gear teeth (30) are simultaneously meshed with the reverse gear shaft motor speed reduction high-gear teeth (25) and the motor intermediate gear (31), and the motor intermediate gear (31) is fixedly connected to an output shaft of the motor (32);
the first gear (4) of the input shaft is meshed with a first gear (14) of the intermediate shaft, the first gear of the intermediate shaft is meshed with a reverse gear (23) at the same time, and the second gear (5) of the input shaft is meshed with a second gear (16) of the intermediate shaft; the input shaft three-gear (6) is meshed with the intermediate shaft three-gear (17), the input shaft four-gear (8) is meshed with the intermediate shaft four-gear (18), the input shaft five-gear (9) is meshed with the intermediate shaft five-gear (19), the input shaft idle power generation gear (11) is meshed with the intermediate shaft idle power generation gear (20), the intermediate shaft idle power generation gear (20) is meshed with the reverse shaft motor speed reduction low gear (27) at the same time, and the intermediate shaft main gear reduction (13) and the reverse shaft main gear reduction (22) are meshed with the input end of the differential assembly (33), wherein the differential assembly (33) is used for outputting power.
The speed change device is based on the existing 6-speed manual speed changer and integrates a 48V motor (32) through gear transmission. The motor (32) can be used as a driving motor and a generator, so that the motor 48V can provide driving force to drive a vehicle or assist in driving the vehicle, and can also be used as a generator to realize energy recovery, thereby overcoming the defects of high energy consumption and single working mode of the conventional oil-driven speed change device. It should be noted in particular that in a transmission, even though the construction is similar, there is a great difference in the working principle and mode, which is obvious and important to the art.
Preferably, the three-fourth gear synchronizer (7), the five-gear synchronizer (10), the first-second gear synchronizer (15) and the motor gear synchronizer (26) have the same structure, the inner gear hubs of the synchronizers are fixedly sleeved on corresponding shafts, and the outer gear sleeves of the synchronizers can axially slide along the corresponding shafts.
The beneficial effects are that: the speed change device is based on the existing 6-speed manual speed change device, a 48V motor is integrated through gear transmission, and the motor can be used as a driving motor or a generator, so that the driving force provided by the motor 48V is realized, a vehicle is driven or driven in an auxiliary mode, and the energy recovery can be realized as a generator, and further the defects of high energy consumption and single working mode of the existing oil-driven speed change device are overcome.
Drawings
FIG. 1 is a schematic diagram of the present invention.
FIG. 2 is a schematic diagram of the present invention in E1 mode.
FIG. 3 is a schematic diagram of the present invention in E2 mode.
FIG. 4 is a schematic diagram of the present invention in H11-P3 mode.
FIG. 5 is a schematic diagram of the present invention in H12-P3 mode.
FIG. 6 is a schematic diagram of the present invention in H13-P3 mode.
FIG. 7 is a schematic diagram of the present invention in H23-P3 mode.
FIG. 8 is a schematic diagram of the present invention in H24-P3 mode.
FIG. 9 is a schematic diagram of the present invention in H25-P3 mode.
Fig. 10 is a schematic view of the present invention in an idle power generation mode.
Fig. 11 is a schematic view of the present invention in EV reverse mode.
Fig. 12 is a schematic diagram of the present invention in ICE reverse mode.
FIG. 13 is a schematic view of the present invention in a braking energy recovery mode.
Fig. 14 is a power shift roadmap of the invention.
Detailed Description
The invention is further illustrated by the following examples in conjunction with the accompanying drawings:
as shown in fig. 1, a hybrid vehicle transmission structure includes an engine 1, an intermediate shaft 12, a reverse shaft 21, and a motor intermediate shaft 28, in which a clutch 2 is provided between an output end of the engine 1 and an input end of an input shaft 3, so as to be selectively engaged with or disengaged from the input shaft 3 by the clutch 2. An input shaft first gear 4, an input shaft second gear 5, an input shaft third gear 6, a third and fourth gear synchronizer 7, an input shaft fourth gear 8, an input shaft fifth gear 9, a fifth gear synchronizer 10 and an input shaft idle power generation gear 11 are sequentially arranged on the input shaft 3, wherein: the first gear 4 and the second gear 5 of the input shaft are fixed on the input shaft 3, and the third gear 6, the fourth gear 8, the fifth gear 9 and the idle power generation gear 11 of the input shaft are all sleeved on the input shaft 3. The third and fourth gear synchronizer 7 may be selectively combined with the input shaft third gear 6 or the input shaft fourth gear 8 so that the power of the input shaft 3 is transmitted to the input shaft third gear 6 or the input shaft fourth gear 8 through the third and fourth gear synchronizer 7. The fifth gear synchronizer 10 may be selectively combined with the input shaft fifth gear 9 or the input shaft idle power generation gear 11 so that the power of the input shaft 3 is transmitted to the input shaft fifth gear 9 or the input shaft idle power generation gear 11 through the fifth gear synchronizer 10.
The intermediate shaft 12 is parallel to the input shaft 3, and the intermediate shaft 12 is provided with an intermediate shaft main gear reduction 13, an intermediate shaft first gear 14, a first gear synchronizer 15, an intermediate shaft second gear 16, an intermediate shaft third gear 17, an intermediate shaft fourth gear 18, an intermediate shaft fifth gear 19 and an intermediate shaft idle power generation gear 20 in sequence, wherein: the intermediate shaft main gear reducing gear 13 is fixed on the intermediate shaft 12, the intermediate shaft first gear 14, the intermediate shaft second gear 16 and the intermediate shaft idle speed power generation gear 20 are sleeved on the intermediate shaft 12 in an empty mode, and the intermediate shaft third gear 17, the intermediate shaft fourth gear 18 and the intermediate shaft fifth gear 20 are fixedly connected with the intermediate shaft 12. A second gear synchronizer 15 may be selectively coupled to the intermediate shaft first gear 14 or the intermediate shaft second gear 16 so that power of the intermediate shaft first gear 14 or the intermediate shaft second gear 16 is transmitted to the intermediate shaft 12 through the second gear synchronizer 15.
As shown in fig. 1, a reverse gear shaft 21 is parallel to the input shaft 3, and a reverse gear shaft main reducing gear 22, a reverse gear 23, a reverse gear synchronizer 24, a reverse gear shaft motor speed reducing high gear 25, a motor gear synchronizer 26 and a reverse gear shaft motor speed reducing low gear 27 are sequentially mounted on the reverse gear shaft 21, wherein: the reverse gear shaft main gear reducer 22 is fixed on the reverse gear shaft 21, and the reverse gear 23, the reverse gear shaft motor speed reduction high gear 25 and the reverse gear shaft motor speed reduction low gear 27 are all sleeved on the reverse gear shaft 21 in a blank mode. The reverse synchronizer 24 can be selectively combined with the reverse gear 23 so that the power of the reverse gear 23 is transmitted to the reverse shaft 21 through the reverse synchronizer 24. The motor gear synchronizer 26 may be selectively combined with the reverse-shaft motor high-speed gear 25 or the reverse-shaft motor low-speed gear 27 so that the power of the reverse-shaft motor high-speed gear 25 or the reverse-shaft motor low-speed gear 27 is transmitted to the reverse shaft 21 through the motor gear synchronizer 26.
The motor intermediate shaft 28 is parallel to the input shaft 3, and motor intermediate shaft speed reduction low gear teeth 29 and motor intermediate shaft speed reduction high gear teeth 30 are fixedly connected to the motor intermediate shaft 28 in sequence, wherein: the motor intermediate shaft speed reduction low gear teeth 29 are meshed with the reverse gear shaft motor speed reduction low gear teeth 27, the motor intermediate shaft speed reduction high gear teeth 30 are simultaneously meshed with the reverse gear shaft motor speed reduction high gear teeth 25 and the motor intermediate gear 31, and the motor intermediate gear 31 is fixedly connected to an output shaft of the motor 32.
The input shaft first gear 4 meshes with a countershaft first gear 14 which simultaneously meshes with a reverse gear 23, and the input shaft second gear 5 meshes with a countershaft second gear 16. The input shaft third gear 6 is meshed with the intermediate shaft third gear 17, the input shaft fourth gear 8 is meshed with the intermediate shaft fourth gear 18, the input shaft fifth gear 9 is meshed with the intermediate shaft fifth gear 19, the input shaft idle generating gear 11 is meshed with the intermediate shaft idle generating gear 20, the intermediate shaft idle generating gear 20 is simultaneously meshed with the reverse shaft motor reduction gear 27, and the intermediate shaft main reduction gear 13 and the reverse shaft main reduction gear 22 are both meshed with the input end of the differential assembly 33, and the differential assembly 33 is used for outputting power.
The three-fourth gear synchronizer 7, the five-gear synchronizer 10, the first-second gear synchronizer 15 and the motor gear synchronizer 26 have the same structure, the inner gear hubs of the synchronizers are fixedly sleeved on corresponding shafts, and the outer gear sleeves of the synchronizers can axially slide along the corresponding shafts.
Referring to fig. 2 in conjunction with fig. 1, it can be seen that the present transmission is now in the E1 mode, i.e., the first electric mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction gear teeth 27, the motor 32, the motor intermediate gear 31, the motor intermediate shaft reduction gear 30, the motor intermediate shaft 28, the motor first shaft second gear 29, the reverse shaft motor reduction gear teeth 27, the motor gear synchronizer 26, the reverse shaft 21, and the reverse shaft main reduction gear 22, thereby transmitting the power of the motor 32 to the differential assembly 33 and outputting the power by the differential assembly 33.
Referring to fig. 3 in conjunction with fig. 1, it can be seen that the present transmission is now in the E2 mode, i.e., the second electric mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction gear teeth 25, the motor 32, the motor intermediate gear 31, the motor intermediate shaft reduction gear teeth 30, the reverse shaft motor reduction gear teeth 25, the motor gear synchronizer 26, the reverse shaft 21, and the reverse shaft main gear reduction gear 22 transmit power, thereby transmitting the power of the motor 32 to the differential assembly 33, and outputting the power by the differential assembly 33.
Referring to fig. 4 in conjunction with fig. 1, it can be seen that the present transmission is now in the H11-P3 mode, i.e., the first hybrid mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction low range teeth 27 and the first-speed synchronizer 15 is engaged with the intermediate shaft first-speed gear 14; the motor 32, the motor intermediate gear 31, the motor intermediate shaft speed reduction high gear 30, the motor intermediate shaft 28, the motor first shaft second gear 29, the reverse shaft motor speed reduction low gear 27, the motor gear synchronizer 26, the reverse shaft 21 and the reverse shaft main speed reduction gear 22 transmit power, so that the power of the motor 32 is transmitted to the differential assembly 33; meanwhile, the engine 1, the clutch 2, the input shaft 3, the first gear 4 of the input shaft, the first gear 14 of the intermediate shaft, the first gear synchronizer 15 of the second gear, the intermediate shaft 12 and the main gear reduction 13 of the intermediate shaft transmit power, and transmit the power of the engine 1 to the differential assembly 33, so that the power of the engine 1 and the motor 32 is transmitted to the differential assembly 34 at the same time, and the differential assembly 33 realizes power output.
Referring to fig. 5 in conjunction with fig. 1, it can be seen that the present transmission is now in the H12-P3 mode, i.e., the second hybrid mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction low gear teeth 27 and the first gear synchronizer 15 is engaged with the intermediate shaft second gear 16; the motor 32, the motor intermediate gear 31, the motor intermediate shaft speed reduction high gear 30, the motor intermediate shaft 28, the motor first shaft second gear 29, the reverse shaft motor speed reduction low gear 27, the motor gear synchronizer 26, the reverse shaft 21 and the reverse shaft main speed reduction gear 22 transmit power, so that the power of the motor 32 is transmitted to the differential assembly 33; meanwhile, the engine 1, the clutch 2, the input shaft 3, the input shaft second gear 5, the intermediate shaft second gear 16, the second gear synchronizer 15, the intermediate shaft 12 and the intermediate shaft main gear reduction 13 transmit power, and transmit the power of the engine 1 to the differential assembly 33, so that the power of the engine 1 and the motor 32 is simultaneously transmitted to the differential assembly 33, and the differential assembly 33 realizes power output.
Referring to fig. 6 in conjunction with fig. 1, it can be seen that the present transmission is now in the H13-P3 mode, i.e., the third hybrid mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction low gear teeth 27, and the third-fourth gear synchronizer 7 is engaged with the input shaft third gear 6; the motor 32, the motor intermediate gear 31, the motor intermediate shaft speed reduction high gear 30, the motor intermediate shaft 28, the motor first shaft second gear 29, the reverse shaft motor speed reduction low gear 27, the motor gear synchronizer 26, the reverse shaft 21 and the reverse shaft main speed reduction gear 22 transmit power, so that the power of the motor 32 is transmitted to the differential assembly 33; meanwhile, the engine 1, the clutch 2, the input shaft 3, the three-four gear synchronizer 7, the input shaft three-gear 6, the intermediate shaft three-gear 17, the intermediate shaft 12 and the intermediate shaft main reduction gear 13 transmit power, and transmit the power of the engine 1 to the differential assembly 33, so that the power of the engine 1 and the motor 32 is simultaneously transmitted to the differential assembly 33, and the differential assembly 33 realizes power output.
Referring to fig. 7 in conjunction with fig. 1, it can be seen that the present transmission is now in the H23-P3 mode, i.e., the fourth hybrid mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction high gear 25, and the third-fourth synchronizer 7 is engaged with the input shaft third gear 6; the motor 32, the motor intermediate gear 31, the motor intermediate shaft speed reduction high gear 30, the reverse gear shaft motor speed reduction high gear 25, the motor gear synchronizer 26, the reverse gear shaft 21 and the reverse gear shaft main speed reduction gear 22 transmit power, so that the power of the motor 32 is transmitted to the differential assembly 33; meanwhile, the engine 1, the clutch 2, the input shaft 3, the three-four gear synchronizer 7, the input shaft three-gear 6, the intermediate shaft three-gear 17, the intermediate shaft 12 and the intermediate shaft main reduction gear 13 transmit power, and transmit the power of the engine 1 to the differential assembly 33, so that the power of the engine 1 and the motor 32 is simultaneously transmitted to the differential assembly 33, and the differential assembly 33 realizes power output.
Referring to fig. 8 in conjunction with fig. 1, it can be seen that the present transmission is now in the H24-P3 mode, i.e., the fifth hybrid mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction high gear teeth 25, and the three-four speed synchronizer 7 is engaged with the input shaft four-speed gear 8; the motor 32, the motor intermediate gear 31, the motor intermediate shaft speed reduction high gear 30, the reverse gear shaft motor speed reduction high gear 25, the motor gear synchronizer 26, the reverse gear shaft 21 and the reverse gear shaft main speed reduction gear 22 transmit power, so that the power of the motor 32 is transmitted to the differential assembly 33; meanwhile, the engine 1, the clutch 2, the input shaft 3, the three-four gear synchronizer 7, the input shaft four-gear 8, the intermediate shaft four-gear 18, the intermediate shaft 12 and the intermediate shaft main reduction gear 13 transmit power, and transmit the power of the engine 1 to the differential assembly 33, so that the power of the engine 1 and the motor 32 is simultaneously transmitted to the differential assembly 33, and the differential assembly 33 realizes power output.
Referring to fig. 9 in conjunction with fig. 1, it can be seen that the present transmission is now in the H25-P3 mode, i.e., the sixth hybrid mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction high gear teeth 25, and the fifth gear synchronizer 10 is engaged with the input shaft fifth gear 9; the motor 32, the motor intermediate gear 31, the motor intermediate shaft speed reduction high gear 30, the reverse gear shaft motor speed reduction high gear 25, the motor gear synchronizer 26, the reverse gear shaft 21 and the reverse gear shaft main speed reduction gear 22 transmit power, so that the power of the motor 32 is transmitted to the differential assembly 33; meanwhile, the engine 1, the clutch 2, the input shaft 3, the five-gear synchronizer 10, the input shaft five-gear 9, the intermediate shaft five-gear 19, the intermediate shaft 12 and the intermediate shaft main gear reduction 13 transmit power, and transmit the power of the engine 1 to the differential assembly 33, so that the power of the engine 1 and the motor 32 is simultaneously transmitted to the differential assembly 33, and the differential assembly 33 realizes power output.
As can be seen by referring to fig. 10 in conjunction with fig. 1, the present transmission is now in an idle power generation mode in which the fifth synchronizer 10 is engaged with the input shaft idle power generation gear 11, and the engine 1, the clutch 2, the input shaft 3, the fifth synchronizer 10, the input shaft idle power generation gear 11, the intermediate shaft idle power generation gear 20, the reverse shaft motor speed reduction low gear teeth 27, the motor intermediate shaft 28, the motor intermediate shaft speed reduction low gear teeth 29, the motor intermediate shaft speed reduction high gear teeth 30, and the motor intermediate gear 31 transmit power and transmit the power to the motor 32, thereby idling the motor 32 to generate power.
Referring to fig. 11 in conjunction with fig. 1, it can be seen that the present transmission is now in EV reverse mode, i.e., electric reverse mode, in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction gear teeth 27, and the motor 32, the motor intermediate gear 31, the motor intermediate shaft reduction gear 30, the motor intermediate shaft 28, the motor intermediate shaft reduction gear 29, the reverse shaft motor reduction gear teeth 27, the motor gear synchronizer 26, the reverse shaft 21, and the reverse shaft main reduction gear 22 transmit power, thereby transmitting the power of the motor 32 to the differential assembly 33, and reversing is achieved by the differential assembly 33.
Referring to fig. 12 in conjunction with fig. 1, the present transmission is now in the ICE reverse mode, i.e., the oil reverse mode, in which the reverse synchronizer 24 is engaged with the reverse gear 23; the engine 1, the clutch 2, the input shaft 3, the first gear 4 of the input shaft, the first gear 14 of the intermediate shaft, the reverse gear 23, the reverse synchronizer 24, the reverse shaft 21 and the main gear reduction 22 of the reverse shaft transmit power, the power is transmitted to the differential assembly 33, and the reverse is realized by the differential assembly 34.
Referring to fig. 13 in conjunction with fig. 1, the present transmission is now in a braking energy recovery mode in which the motor gear synchronizer 26 is engaged with the reverse shaft motor reduction upshift teeth 25; braking energy is transmitted to the reverse shaft main reduction gear 22 through the differential assembly 33, and power is transmitted to the motor 32 through the reverse shaft 21, the motor gear synchronizer 26, the reverse shaft motor reduction high gear 25, the motor intermediate shaft reduction high gear 30 and the motor intermediate gear 31, so that energy recovery is realized.
In fig. 2 to 13 of the drawings, the power transmitting members are indicated by thick lines, and the power non-transmitting members are indicated by thin lines.
Referring to fig. 14 in conjunction with fig. 1 to 13, it can be seen that power is interrupted when switching between E1 and E2 modes, and power can be switched between the remaining modes.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (2)
1. A hybrid vehicle speed change structure characterized in that: the device comprises an engine (1), an intermediate shaft (12), a reverse gear shaft (21) and a motor intermediate shaft (28), wherein a clutch (2) is arranged between the output end of the engine (1) and the input end of an input shaft (3), so that the clutch (2) can be selectively combined with or separated from the input shaft (3); the novel power generation device is characterized in that an input shaft (3) is sequentially provided with an input shaft first gear (4), an input shaft second gear (5), an input shaft third gear (6), a third and fourth gear synchronizer (7), an input shaft fourth gear (8), an input shaft fifth gear (9), a fifth gear synchronizer (10) and an input shaft idle power generation gear (11), wherein: the first gear (4) and the second gear (5) of the input shaft are fixed on the input shaft (3), and the third gear (6), the fourth gear (8), the fifth gear (9) and the idle power generation gear (11) of the input shaft are all sleeved on the input shaft (3) in an empty mode; the three-four gear synchronizer (7) can be selectively combined with the input shaft three-gear (6) or the input shaft four-gear (8), so that the power of the input shaft (3) is transmitted to the input shaft three-gear (6) or the input shaft four-gear (8) through the three-four gear synchronizer (7); the five-gear synchronizer (10) can be selectively combined with the input shaft five-gear (9) or the input shaft idle power generation gear (11), so that the power of the input shaft (3) is transmitted to the input shaft five-gear (9) or the input shaft idle power generation gear (11) through the five-gear synchronizer (10);
the utility model provides a countershaft (12) is parallel with input shaft (3), installs countershaft owner on this jackshaft (12) and subtracts tooth (13), jackshaft first gear (14), first gear synchronous ware (15), jackshaft second gear (16), jackshaft third gear (17), jackshaft fourth gear (18), jackshaft fifth gear (19) and jackshaft idle power generation gear (20) in proper order, wherein: the intermediate shaft main gear reducing device is characterized in that an intermediate shaft main gear reducing device (13) is fixed on an intermediate shaft (12), an intermediate shaft first gear (14), an intermediate shaft second gear (16) and an intermediate shaft idle speed power generation gear (20) are sleeved on the intermediate shaft (12) in an empty mode, and an intermediate shaft third gear (17), an intermediate shaft fourth gear (18) and an intermediate shaft fifth gear (20) are fixedly connected with the intermediate shaft (12); the first-gear synchronizer (15) can be selectively combined with the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16), so that the power of the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16) is transmitted to the intermediate shaft (12) through the first-gear synchronizer (15);
the reverse gear shaft (21) is parallel to the input shaft (3), a reverse gear shaft main gear reduction gear (22), a reverse gear (23), a reverse gear synchronizer (24), a reverse gear shaft motor speed reduction high-gear (25), a motor gear synchronizer (26) and a reverse gear shaft motor speed reduction low-gear (27) are sequentially arranged on the reverse gear shaft (21), wherein: the reverse gear shaft main gear reduction (22) is fixed on the reverse gear shaft (21), and the reverse gear (23), the reverse gear shaft motor speed reduction high-speed gear (25) and the reverse gear shaft motor speed reduction low-speed gear (27) are all sleeved on the reverse gear shaft (21) in a hollow mode; the reverse gear synchronizer (24) can be selectively combined with the reverse gear (23) so as to transmit the power of the reverse gear (23) to the reverse shaft (21) through the reverse gear synchronizer (24); the motor gear synchronizer (26) can be selectively combined with the reverse gear shaft motor speed reduction high-gear teeth (25) or the reverse gear shaft motor speed reduction low-gear teeth (27), so that the power of the reverse gear shaft motor speed reduction high-gear teeth (25) or the reverse gear shaft motor speed reduction low-gear teeth (27) is transmitted to the reverse gear shaft (21) through the motor gear synchronizer (26);
the motor intermediate shaft (28) is parallel to the input shaft (3), motor intermediate shaft speed reduction low gear teeth (29) and motor intermediate shaft speed reduction high gear teeth (30) are fixedly connected to the motor intermediate shaft (28) in sequence, wherein: the motor intermediate shaft speed reduction low-gear teeth (29) are meshed with the reverse gear shaft motor speed reduction low-gear teeth (27), the motor intermediate shaft speed reduction high-gear teeth (30) are simultaneously meshed with the reverse gear shaft motor speed reduction high-gear teeth (25) and the motor intermediate gear (31), and the motor intermediate gear (31) is fixedly connected to an output shaft of the motor (32);
the first gear (4) of the input shaft is meshed with a first gear (14) of the intermediate shaft, the first gear of the intermediate shaft is meshed with a reverse gear (23) at the same time, and the second gear (5) of the input shaft is meshed with a second gear (16) of the intermediate shaft; the input shaft three-gear (6) is meshed with the intermediate shaft three-gear (17), the input shaft four-gear (8) is meshed with the intermediate shaft four-gear (18), the input shaft five-gear (9) is meshed with the intermediate shaft five-gear (19), the input shaft idle power generation gear (11) is meshed with the intermediate shaft idle power generation gear (20), and the intermediate shaft main gear reduction (13) and the reverse shaft main gear reduction (22) are meshed with the input end of the differential assembly (33), and the differential assembly (33) is used for outputting power.
2. The hybrid vehicle transmission structure according to claim 1, characterized in that: the three-gear and four-gear synchronizer (7), the five-gear synchronizer (10), the first-gear and second-gear synchronizer (15) and the motor gear synchronizer (26) have the same structure, the inner gear hubs of the synchronizers are fixedly sleeved on corresponding shafts, and the outer gear sleeves of the synchronizers can axially slide along the corresponding shafts.
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| CN201711426332.6A CN108162741B (en) | 2017-12-22 | 2017-12-22 | Speed change structure of hybrid power vehicle |
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| CN201711426332.6A CN108162741B (en) | 2017-12-22 | 2017-12-22 | Speed change structure of hybrid power vehicle |
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| CN108162741B true CN108162741B (en) | 2023-08-04 |
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Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108757850A (en) * | 2018-08-01 | 2018-11-06 | 株洲欧格瑞传动股份有限公司 | More power hybrid transmissions, more power combination drive assemblies and more power hybrid vehicles |
| CN110843501A (en) * | 2018-08-21 | 2020-02-28 | 上海汽车集团股份有限公司 | Hybrid power speed change mechanism and vehicle |
| CN111098693B (en) * | 2018-10-26 | 2021-06-18 | 比亚迪股份有限公司 | Hybrid power driving system and vehicle |
| CN110871780B (en) * | 2019-10-17 | 2021-09-21 | 蓝黛科技集团股份有限公司 | Series-parallel hybrid electric vehicle system based on AMT and control method |
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